Traction-elevator system.



I). L. LINDQUIST. I TRACTION ELEVATOR SYSTEM.

APLIGATION FILED JULY 1, 1908.

Patented Dec. 17, 1912.

D. L. LINDQUIST. TRACTION ELEVATOR SYSTEM. AEPLIOATIOH FILED JULY I L, 1908.

Patgnted Dec. 17,-1912.

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vow 6oz v UNITED STATES PATENT OFFICE.

DAVID L. LINDQII I'IST, OF YONKERS, NEW- YORK, ASSIQNOR TO OTIS ELEVATOR COMPANY, OF JERSEY CITY, NEW JERSEX, A CORPORATION OF NEW JERSEY.

Specification of Letters Patent.

TRACTION-ELEVATOR SYSTEM.

Patented Dec. 17, 1912.

Application filed July 1, 1908. Serial No. 441,393.

. a subject of the King of Sweden, residing at I appear hereinafter, the novel combinations car, and SW a safety switch in'the car.

Yonkers, in the county of Westchester and State of New York, have invented a new and useful Improvement in Traction-Elevator Systems, of which the following is a specification.

My invention relates to motor controlling apparatus, particularly that used for traction elevators or frictional. driving appaia 'tus, although it may have a general application. "One of the objects of my invention is the provision of improved and efficient apparatus for controlling electric motors.

More particularly it is-the object of the present invention to provide simple and etlicient controlling apparatus for electric motors when operating comparatively heavy loads, as, for example, an elevator car in which a safe is being hoisted.

The specific objects of the invention will of elements being set forth in the appended claims. a

In the accompanying drawings, Figure 1 represents a traction elevator to which my invention may be applied; Fig. 1 is a fragmentary view of driving gear mechanism for the traction sheaves Fig. 2 represents a wiring diagram of a system of control including my invention; Fig. 3 represents auxiliary brake apparatus which is used when heavy loads are lifted; and Fig. 4 is a sectional view of a magneticdriving sheave.

Referring to Fig. 1, C designates an elevator car which may be suitably guided to move up and down in the elevator shaft in the usual way, S designates a controlling switch in the 1 are the cables which are secured to the topof the driving sheave ,or drum 2, thence downwardly around the direction sheave 3, up-

wardly over the sheave 2, and finally downwardly to the "counterweight W which is associated with the fixed guides 4:, 4. In

' some ipstances the driving sheave 2 isa'rran ed at the lower end of the elevator sha tinstead of at the upper end as shown.

Furthermore, the sheave 3 for securing additional friction may be omitted when comparatively light loadsare to be lifted, but

when heavy loads like safes are to be lifted limit switches 6 at the upper limitof travel of the car and a series of additional. limit switches 6 at the lower limit of the car travel. The journals of the shafts of the direction sheave 3 are provided with fixed bearings 7, 7 at the upper end of the hatchway or elevator'vvell. Adjacent thereto is the fixed bed-plate 8 for supporting the electric motor M and the standards 9, 9

and 10. The standards 9, 9 are provided with bearings for the shaft 11 to which are connected the driving drum 2 and brake pulley 12;-also the extrabrake pulley 321. To the standard 1-0 are pivoted. the brake bands 18 which carry the brake shoes-arranged to be brought against the pulley 12 by the brake springs 14 and released therefrom by the electro-magnet'l5. The latter may be supported by abracket 16 fastened to and extending from the uppermost end of the standard 9. It should be understood that the frictional driving apparatus associated with the power transmitting cables connecting the car "and counterweight may be varied in details and arrangement as desired, and other appliances added thereto. This is also true with regard to the brake apparatus and the type of motor. Preferably, however, the motor is of the multipolar type, with a series-connected armature and a shunt field. One of the appliances which may be added, particularly in the operation of heavy loads, is the gear wheel or Wheels 204 meshing or engaging the peripheries of one of the flanges of each of the drums 2, 3. Such gearing may be frictional or. spur gearing and connected between the shaft 11 and the countershaft 206 independently of the drums 2 and3, but rotating therewith, so that the drum 3 will be actuated positively from the shaft 11. In Fig. 1 is shown one form 'ofmecha nism which may be used to move the gear ,wheel 204 into. or out oil -driving "engage is pivoted another 301 and'the short arm 301.

ment with. thedrums 2 3.. As here shown, a rock-shaft 300 which is journaled in the motor frame forms a pivot for the bell-crank lever comprising the long arm A link 302, which isndjustable as to length, connects the arm 301 to the gear wheel 204 which is ided to move over a definite path by the xed guideways 308. At a tired point 303 link comprising the screw-threaded rods 306. 306 and the turnbuckle 307. By operating the turnbuckle in one direction or the other, movement of the gear wheel 204. may be efiected to pull the same into engagement with the wheels 2 and 3 or push the same out of engagement therewith. It being more difiicult to move the gear wheel 20% into engagementwith the wheels 2 and 3, than to Withdraw it I have'arranged the mechanism so that the link 302 will be put in tension when the turnbuckle is operated to move the rods 306 and 306 toward each other to efl'ect a positive connection between the wheels 2 and 3 through the gear wheel 204. This arrangement is desirable, as the linl; 302 can better withstand a tensional strain than one of compression.

The drivin sheave preventing s ipping handling heavy loads, form of a magnetic sheave 4. The sheave comprises consisting of two sections 309 and 310 of magnetic material bolted together, a mag; netic coil 31.1, and a peripheral portion co1nprising netic and non-magnetic material, respectively. The ends of the magnet coil are 2' for the purpose of of the cables when is preferably in the shown in Fig.

40 connected to the slip rings 314- and 315 claimed. as it is covered by my netie sheave, any other tvpe of such sheave through which current. is supplied to the coil. This magnetic sheave is not herein application Serial No. 381,020, filedJune 27 Although I prefer this type of magmay be used if desired, its function being to secure greater adhesion between the driving ropes and the peripheral grooves of the 5b sheave when a heavy load, such as a safe, is

pivoted at 317. 317

being lifted.

a body portion 1 alternate rings 312 and 313 ofmag co-pending The auxiliary brake mechanism shown in Fig. 3 is also used only when heavy loads are to be lifted. The brake levers 310,316 are to a bracket 318 on the bed-plate .oi' the motor. The brake shoes 319, 310 levers are adapted to bear against the periphery of the brake pulley 321 secured to motor shaft; The brake-applying springs 322, 322 are mounted on a rod 323 pivoted at 320, 320 to the brake whi h extends loosely through openings in.

Y the upper ends of the brake levers. ,The outer ends of the brake springs bear against seminars 324, 324 adjustably mounted and held in position by the adjusting and look ing nuts 325, The brake magnet comprises a magnetic frame 320, a coil 327,' a.1'id the cores 328, 328. The brake shoesare yieldingly held in their normal positions relatively to the brzike levers by the adjustable springs 329, 320. A link 330 and a bell crank lever 330" may be used to open and close an electric switch controlling a resistance in series with the brake coil 327. As this switch mechanism forms no part of the present invention it is not herein shown in detail. The arrangement of the switch,

resistance and brake coil may be similar to that of the brake coil 15. resistance 123, and switch 26, as shown in Fig. 2. When the elevator is used for carrying passengers or light loads, the auxiliary brake is mechanically held in an off position or in an inoperative condition by. means ot' the nuts 330, 330 threaded onto the rod 323, and which hold the brake levers apart so that the sheave runs freely. By moving these nuts inwardly along the rod 323, the brake levers are left free to be operated by the brake springs. The lock nuts 331, 331' may be used to hold the nuts 330 and 330' in their adjusted positions.

In Fig. 1 is shown also the controller board B of slate or other insulating material for carrying most of the switches, electro-magnets, and the circuits and connections illustrated in Fig. 2. L designates the main line switch controlling the continuity of the main circuit from the source of current supply through the main lines a and 7). P designates the potential switch, R, R the reversing switches, A. the accelerating? magnet. ALM the auxiliary load magnet, lClSM the excess potential safety magnet SFSM the shunt field safety magnet, FSllLthe fast speed magnet, and H the manual switch for changing the connections for lighttload operation to heavy load operatiou."1.7, 18, 10 and 20, and 21, 22, 23 and 24' are speed controlling switches a1- ranged to be operated by electromagnets.

Similar characters of reference designate corresponding parts throughout the various views.

Referring now. to Fig. 2. it will be seen that in addition to the parts already mentioned there are represented a governor switch G for controlling the shunt field resistance SFR and the potential switch 1; also a switch 25 which may be associated with safety apparatus'carriod by the car. The three-pole manual switchv ll of Fig. 1 is shown diagrammatically in Fig. 2 separated into individual manual switches 208, 209; 210 and 211. 212' designates a push button switch, preferably located in the car,

brake, independently of the car switch 15' designates the main brake solenoid, and

field winding 28 connected in series with the shunt field resistance SFR so that when the main line switch L is closed as indicated, the circuit may be traced from the positive main gthrough the blade 35, conductors 36, 37, 38, shunt field safety magnet SFSM, conductor 39, shunt field winding 28, shunt field re-' sistance SFR, conductors 40, '41, switch blade 42 out to the negative main 7), it being understood of course that the positive and negative mains lead to a source of suitable current supply. The shunt field will I therefore "be permanently" excited, but its strength will vary according to the amount of the resistancef-SFR and the potential across the mains. The shunt field. corresponding to full car speed is left on permanently for the sake of safety, and also to prevent too sudden acceleration with heavy load on down motion of the car or light load on up motion.

Connected across the shunt field winding 28 is a high resistance 43to take up the shunt field discharge in the event that the shunt field circuit should be inter-.

rupted. This high'resistance is shown variable, for the reason that it may be omitted if desired. Some of the other resistances in 2 are also shown as variable to indicate ture resistance. The car switch is. in this in-- stance shown as comprising a lever 44 pivoted at its lower end to a fixed support 1n the car and carrying an arc shaped rack 45 vwhich meshes With'the gear 46. The latter is pivoted. to the casing of the car switch and is operatively connected to the conduct-- ting segments 47 and 48, the former being ar ranged to move into engagement with thefixed contacts or spring-pressed contacts 49 and 50, and the latter being arranged to o ngage the fixed contacts or spring-pressed contacts 51, 52, 54, 55, 56, 57, and 51', 521, 53, 54, 55', 56, 57. It will therefore'be seen that when the lever 44 is moved in the direction of the arrow marked upl' the segment 48 will engage the contacts 51 to,

57, inclusive, while the segment 47 will engage the contact 49.

Let it be assumed that the main line switch L is closed, as also the potential switch P, and that there is proper potential across the mains for the desired operation of the electric motor; then if the lever 44 is moved for operating the car in an up direction, the segment 48 will first engage the contact 51. A short time afterward the segments 47 and 48 will engage substantially at the same time the contacts 49 and 52, whereupon a circuit will be closed from the positive main a through the blade 35, con-.

ductor 36, fuse 58, blade 59, conductors 76, 213, magnet 214, resistance 215, conductor 66, contact 51, plate 67, contact 49, conductor 68, normally closed switch 208, switch 25, conductor 69, blade of the safety switch SW, conductor 71, fuse 72, conductor 7 3,, contact 74, blade 75, conductor 41, blade 42 to the negative main 5. The magnet 214 will thereupon close the switches 216 and 217. A circuit may then be traced from the contact 60, through conductor 61, switch 217, brake resistance 64, switch 26 brake magnet solenoid 15', conductor 21d, limit switches 62 and 62, conductors 2 19, 71, to the contact 74. A circuit is also closed from -the positive main'through conductors 76,,

213, switch 216, conductor 220, limit switch 80, conductor 81, solenoid 83 of themagnet for operating the reversing switch R, conductor '84, limit switch 85,'conductor 86, contact 52, plate 67, contact 49, conductor 68,

switch 208, switch 25, switch SWV, conductor 71, 001113210674, and thence out to the negative main. The relative position of the contact 49 of the car switch S is shown such that segment 47 does not engage the same until the segment 48 engages the contact 52, so that the brake apparatus will be released substantially at the same time that the reversing switch is operated to establish the motor circuits in a direction corresponding to the desired direction of the car. When the segment 48 of the car switch engages the contact 52, acircuit is established through the solenoid 83 as just traced. It will now ,be seen that the brake magnet solenoid 15' its core or plunger 87 and thereby lift the contacts 88 and 89 into engagement with the contacts'90 and 91, respectively, and separate the contacts 92 and 93 from the con- 12a solenoid 83 receives current, it will actuate tacts 9i and The motor circuit indicated by the heavy lines will nowloe closed and may be traced from the positive main to conductor 76, and thence through the windings of the blow-out coil 06, contacts 90, 88, conductor 97, contacts 90, con" duo-tor 100, minimum starting resistance 31, conductors 101, 102, brush 103 of the motor arn'uiture 29, brush 1042, conductors 105, 106, coil 107 for holding the plunger 1.08 in its lowermost position to secure firm connection between the contacts 98, 99 and contacts 108, 109; thence the circuit continues through the latter-contacts and by conductor 110 to and through conductor 111, main starting resistance 30, conductor 112 to the blade '75 which is'conneeted to the negative main. From the ,unction 113 of the conductors 101 and 102 a shunt path extends by conductor 114 through plurality of blow-out coils 115, a series of closed switches 24-, 23, 22 and 21. conductor 116, a section or small portion 117 of the by-pass resistance 32, and thence by conductor 118 to the motor armature brush 104:. It will now he seen that the starting resistances 31 and 30 are placed inv series with the motor armature and. that the section or portion 117 of the by-pass resistance is placed in shunt to the motor armature.

lv'hen' the switch it is closed, the auxiliary switch 33 is also closed, in this in stance being comic-sled to operate substantially at the same time. The circuit con-- trolled by the switch 3?) is a shunt circuit around the resistance (llf between the contact 221 and the junction 222., and includes the conductors 120 and lll'ierefore, when the reversing; switch it is closed and the auxiliary switch 3?, ('.lf?:-t(l. the resist ance (it will he slnirl-circuiled to cause more current to flow thntnighf the brake magnet coil 15. As soon as the brake magnet rcci-i'rcs sull icienl current to release the brake, the swilcl 30 is opened and the resistance 12?) inserted in series with brake magnet coil 15. it should be noted that the resistance 0-! may be sullicient to prevent the brake from being released when the controlling switch in the war is initally operated, and that not until the reversing: switch ll is closed (his the brake magnet solenoid '15 receive sulIu-irnt current to operate the bralie apparatus to released position. After the brake has been released, the resistance 12?, is inserted in series with the brake magnet so as to minimize the consumption of cuiu'ont after the ,lflfilit magnet has done its work. inasn'iuch as it requires less power for the brake uiagnet to hold its plunge! in its uppermost position and consequently the brake magnet in released position, than to initially lift the said plunger and actuate the brake mechanism connected thereto. It should also be noted that the terminals of I and in series with each other.

the-brake magnet circuit are at the contacts and 74 which are isolated with respect to the other contacts of the potential switch P, so that when the latter is opened the brake magnet cireuit'will be entirely disconnected from both mains and also "from the motor. The brake magnet is therefore entirely disconnected when the potential switch is open from any possible source of current which would tend to hold the brake mechanism released, for instance, when the motor acts as a generator; This arrangement insures the application of the mechanical brake to stop the motor shaft and the frictional dr'ring drum connected thereto in any event when the potential switch is opened. This brake magnet circuit is further protected by the switch 217 and the limit switches 62' and 62. Furthermore, the switch 217 is held closed bythe magnet 214, the current through which may be interrupted and the switch 217 therefore opened by movement of the car switch to central position, by opening the switch 208 at the cont-roller board by the opening of the switch 25 connected with the safety apparatus mounted on the car, or by opening the ananual safety switch SlV in the car.

The insertion of the resistances in series with the brake magnet coil decreases the amount of currenttaken by the brake magnet, tlierehy lessening the consumption of current and decreasing heating. hurt-hen more, when the resistances are t us inserted the brake app: 'atus will he let go erreleased by the magnet more quickly when the current from the mainsthereto is interruptcd. in order to apply the hraltc shoes gradually the motion of the magnet cores is electrically retarded by shunting the brake coil with a high resistance. In my co--pending: application, fferial No. 382,498, filed July 0, 1907, for an improvement in motor controlling apparatuml have shown a high resistance permanently connected across the brake ma gnet. 1n the present case, however i have shown a. high resistance 22-i only ini tially connected across the brake magnetcoil 15 between the junctions and 226 by means of: the conductors 227 and 22S and the auxiliary switches 229 and 229'. These auxiliary switches are normally closed hen either portion of the reversing switch when considered as a whole is operated, the high resisiance 221 is cutout: but when the reversing switch is peiri'nitted to open to effect a stopping of the motor, the high resistance 224 is again inserted in shunt with the brake magnet. coil. or solenoid 15. Upon the restoration of the reversing switch to initial position, the auxiliary switch or 33 is opened to reinsert the resistance 64: in ircuit with the brake magnet. Substantially at the same time that the reversing switch is thus restored to normal, the current through the'magnet 214 is cut oil to effect the opening of the switch 217, thus cutting oft the current supply from the 5 mains to the brake magnet. Upon the interruption of the brake magnet circuit, the counter-electro-motiveforce of self-induction of the brake magnet will produce a current through the high resistance 224, the switches 229 and 229 being then both closed. This will tend to maintain the brake mag netenergi'zed so that the brake shoes will be applied graduall In order to efl hct a quick release of the brake mechanism when the brake magnet is energized, the plunger or core of the latter is preferably slotted longitudinally. -It

should also be noted that the less the current which holds the brake in released position, the quicker the magnet plunger can be let go when the-current fromithe mains is cut oil", The arrangement may. be such, therefore, that upon sto ping the motor the switch 33 or 33 is rst opened to reinsert the resistance 64 in. series with the resistance 123 so as to further out down. the current passing through the I solenoid Then upon the opening of the switch 217 the resistance 224 is thrown across the solenoid 15"to effect a retardation of the motion of the brake shoes just as" they are about to he applied to the brake pulley to positively stop the motor. I I

When the main line switch L is closed and current flows through the shunt field resistance-SFR and the shunt field winding 28, the shunt field safety magnet will also receive current to close the su tch 126 which controlsthe continuity of the circuit of the'magnet 127 which holds the potential switch in closed position. The circuit controlled by the switch 126 may be traced from the }unc-' tion,128 on main circuit 76, through con ductor 129, switch 130, conductor 131, switch 45. 126, conductor 132, individual switches 133, 134, conductor 135 and the resistance 136 therein, and thence through the elcctro-niagnet 127, switch 137, conductor 138, indi-' vidual switches 139 and 140, conductor 141, governor switch 142, conductor 143', blade 144 of the safety switch SlV in the'car, conductors 71,73, to the contact 74'. It will therefore be seen that this circuit is connected across the mains and includes the switches 130', 126, 133, 134, 137, 139,:1410, 142, SW,

and the electro-magnet 127. The opening of any one of these switches, therefore, will effeet 'the deenergization of the potentiat,

switch magnet 127, and the consequent open ing of the potential switch which will cause the slowing down and the stopping of the motor: and the car. If the current through the shunt field should decrease to a "predetermined valxie. such that 'the operation of the carshould' become unsafe and that the speed would tend to become excessive, the

shunt field safety magnet SFSM would not have sufficient strength to maintain the switch 126 closed. Upon the opening of the latter, the potential switch magnet 127 would be den ergized, with the result already stated. Furthermore, if the car should travel beyond its normal limits of travel, the cam 5 on the car would strike the roller on the lever operating the switch 34 on the up motion, orthe roller of the lever for the switch 34 on the down motion, and therefore either the switch 133 or 134 would be opened, and consequently the circuit of the potential switch magnet interrupted. Should the operator in the car lose control of the hoisting apparatus, the opening of the safety .swi'tchfSVV in the car by the operator would also open the potential switch magnet circuit and cause the stopping of the car, It-

should be noted that the switch SWis arranged in the common return conductor of the electromagnets 127, 214 and the revers-' ing switch magnets; also of the fastspeed magnet. referred to more fully hereinafter. The operation of the safetdevice mounted on the car to open the switch 25 automati; cally will also have the effect of interruptin the continuity of the return conductor, an thus quickly and automatically stop the. elevator car. If during the normal running of the car the speed should exceed a predetermined hmit, the governor device G will open the switch 142, therebybreaking the circuit of the potential switch ma net.

- Should the potentialapplied to the mains a and b from. the source of electric current- .sup'ply'exceed a predetermined limit, then 1the excess potential safety magnet EPSM would be'sufiiciently energized to open the switch .130 and thus break the circuit to the potential switch ma et. A circuit for the magnet EPS'M may be traced from the junction 128, through the conductor 129, solenoid 146,,resistance 147 and conductor 73 to the contact 74. The solenoid 146 is therefore connected across the mains. It should be noted that when one of the limit switches 34 or 34 is operated to open position, both terminals of the potential switchmagnet 127 are entirely disconnected from 'other conductors so that there will be no possibility of maintaining the magnet 127 energized by the motor acting as a generaltar A Should the main line current-become int'errupted while the motor is goperating the latter might be converted into a generator and thence supply current to the potential switch magnet .127 to hold the potential switch JP closed, permitting the motor to "race. If the current supply is suddenly cut "ofithe current through the shunt field safety magnet SFSM'will be decreased atthis time to permit the opening of the switch 126 so stop the' motor.

that the circuit of the potential switch magnet may be interrupted, with the consequent effect of stopping the car. Should it happen, however, that the magnet SF SM is maintained energized by current generated from the motor and the switch 126 not opened before the car gains excessive speed, then the excess potential from the motor acting as a generator as the same speeds up will operate the magnet EPSM. The switch 130 will be opened by the latter to interrupt the potential magnetj icircuit and Should the acquired speed become excessive, then the governor will be operated first to effect a slowing down of the motor by cutting out some or all of the field resistance, and then interrupting the circuit of the potential switch'magneh The order of arrangement may be varied as desired by adjustments, but I prefer to have the ma net SFS'M permit the switch, 126 to open when the field strength decreases to a point where the motor speed becomes excessive when the latter acts as a motor, and, in the event that the motor acts as a generator and acquires excessive speed, that then the ma net EPSM will open the switch 130. Beiore the otential magnet circuit is interrupted by t e opening of the switch 126, the arrangement should be such that the governor switch 186 will cause a slowing down of the motor, and thus in some instances prevent the necessity of the opening of. the switch 126. In the event that neither the switch 126 nor 130 is opened, the switch 112 may be dependedupon to be opened by the governor, or me; switch 25 may be,

opened automatically by the elevator safety brake apparatus. Thesemeans'for causing the opening of the potential switch are automatic and out of the hands of the operator, who of course isalways-able to stop'the car by moving the switch lever 44 back to central position or by opening the safety switch SW Upon the closing of the reversing switch R in the manner heretofore stated, a circuit will be immediately closed through the fast speed magnet FSM from the conductbr 97, through {the conductor 14:8, resistances 149 and 150, solenoid 151, conductor 152 to the junction 153, and thence through the safety switchSW and common conductor 71 to the contact 74. The fast speed ,ma'gnetdiSM will therefore be in a circuit connected directly across the mains and Will operate the switch 154 to close the. same and short circuit the resistance SFR which is divided into two sections 155 and 156, but the switch 154 controls the entire resistance. ltis therefore evident that when the reversing switch is operated the shunt field resistance SF R is immediately short-circuited, and therefore after the. brake apparatus has been released so that the motor armature may turn, and

the shunt field resistance has been short-cir ouited, the shunt field will be at its maximum. strength, all the series resistances will be in circuit with the motor armature and most of the by-pass resistance shortcircuited. Hence when the lever 43 of the car 7 switch S is moved in the direction of theup arrow and the contacts 51, 52 and 519 are electrically connected together, the motor may start at slow speed and willcontinue to oper-- ate at such speed until the lever receives additional actuation to cause the segment 46 to engage the contact 53. When this occurs a circuit will be closed from the positive main through the main line conductor 76 contacts 90, 88, conductors 157, 158, solenoid 159 of the speed controlling apparatus, re-

sistance 160, conductor 161, limit switch 162,

conductor 163, contact 53, car switch plate 67, contact 49, conductor 68, switch 208, conductors 69, 71 and 73 to the negative main. The switch 17 will then be closed to cut out the section 166 of theseries resistance. 31.

At the same time the switch 21 wi11 be opened to insert thcsection 165 in $81165 with the section 117 in a circuit across the' motor armature, Thefspeed of the motor armature will therefore be increased a certain amount.

When the switch 17 is closed, the auxiliar contacts 167 and 168 are connected with eac other so that when the controller lever 44 is moved to bring the plate 67 into engagement,

with the contact 54, the next solenoid 169 will receive current to close the switch 18 and open the switch 22. The remaining section of the minimum starting resistance 31. will'therefore be short -circuited and? mad-- ditional section of the by-pass resistance inserted. The closing of the switch will permit the closure of the switch 19 when the controller plate 67 engages'the contact 55; and the closure of the switch 19 will per-- mit the solenoid 170 to receive current to close the switch 20 and open the switch 24;

when the controller plate 67 engages the contact plate 56. Upon the closure of the switch 19 the solenoid 159 receives current independently of the car switch through the circuit from the positive main byway of the reversing switch Rf, conductors 157, 158,

solenoid' 159, resistance 160, conductor 171,

contacts"1'72, 173, conductor 1711, switches 208, 25 and SW, and conductors 7'1 and 73,

and thence to the negative main. When. the

switch 20 is closed and the switch 24 opened,

the bypass resistance circuit isentirely' in terrupted.

-Witl1 the switch 20 closed, the engagement of the controller plate 67 with the contact 57 closes the circuit-of the accelerating magnet A across the armature. This circuit may be traced from the armature brush 103 to the conductor102, switch 19, conduct-or 100, contacts 99, 98,conductors 148, 1 18, resistance 177, conductor 176, accelerating magnet A,

switch 20, conductor 178, section 179 of the starting resistance 30, conductors 111, 110, contacts 108, 109, solenoid 107, .and condu'c tors 106, 105 to the armature brush 104.

. Associated with the accelerating magnet is a series of switches 180 which operate in a well known manner to gradually cut out the main starting resistance 30 as the speed of the motor increases. lVhen the last switch is closed an auxiliary switch 181 is also closed so as to short-circuit the fast speed .magnet F SM and cause the latter to'open the switch controlled thereby,v and thus reinsert the shunt field resistance SFR and still further increase the speed of the motor by weakening the shunt field. The short circuit around the solenoid 15,1 ma be traced from the junction 182 through the conductor 183, switch 181, conductor 184 the auxiliary contacts of the switch 20, con uctor 185, contact 57, controller plate 67, contact 49, conductor 68, switches 208, 25, to the junction 153. The motor hoisting apparatus and car now operate at full speed.

If the speed should exceed a predetermined value, the governor G .will first close the switch 186, and thus short-circuit the section 155 of the shunt field resistance through the conductorsw187 and 40, thereby strengthening the field and slowing down the motor.

Usually this is suflicient to prevent the car from running too fast. If, however, the car speed should continue to increase, the governor G will opeirthe switch 142 to interrupt 3 the circuit of tlie potential switch magnet 127'. The potential switch will then drop down, and the conductor 189 connected th reto will electrically connect the clips 190, 19 This will close a local circuit across the motor armature through the conductors 102, 192, 118, 105, and a small section of the by pass resistance 32. This will cause an electro-dynamic braking action to slow down the motor while tlie'niechanical brake is being gradually applied, contacts 60 and 74 being entirely disconnected from any source of current supply when the potential switch P is open.

When the car switch S is moved back toward its central position, the'operations whereby the car is gradually brought to rest take place in substantially the reverse order of the steps already described as to the accelemtionot the car from rest tozitull speed. The operation of the brake mechanism in stopping the car has already been pointed out.

The auxiliary lo'ad magnet ALM and the resistance 197 are connected in series in'a circuit across the motor armature bet-ween the junctions 198 and 199, through conductor 200. This magnet controls the switch 201 and which is connected by the conductor 202 to tliesolenoicl 193 and, by the cbnductor 203 to the conductor 20st leads to the contact 55 ot' the car switch. H the car switch lever is left in full speed position as the car approacheseither limit oi? travel, the automatic limit switches will operate to stop the car. When the car is thus stopping with average loads the switch 201 is kept open by the magnet ALM. It,

however, the load is heavy and exceeds a predetermined value when the car is going up and is being stopped, or if the car is going down with a light load and is being stopped, the car would tend to stop before reaching the level of the floor landing. The armature would be slowed down to such a speed, however, that the potential across the latter would not be sufficient to'cause the auxiliary load magnet ALM to hold the switch 201 open. Therefore, upon the closing of the latter, a circuit would be established from the positive main through the reversing switch R, conductor 158, solenoid 193, conductor 202, switch 201, conductors 203, 204, contact 55, plate 67, contact 49,

conductor (38, switch 25, conductor 69, blade 70, conductors 71 and 73 to the negative main. \Vhen the switch 201 is closed'and the solenoid 193 receives) current, the switch 19 is closed or held closed so that the minimum starting resistance 31 will remain short-circuited and the opening of the switch 23 will cause the entire Icy-pass re sistance to be inserted ifthe switches 22 and- 23 are still open. The purpose of maintaining the current inthe solenoid 193 or reestablishing current therein is tovary the slowi L a will be understood that the auxiliary load magnet is efi'ect ve only when the car switch is left on, and the car is being stopped automatically at either limit of-travel. When the car is stopped by the operation of the car' switch,"the auxiliary load magnet is ineffective as the closing of the switch cannot reestablish a circuit through the magnet 193, the circuit for said magnet being open at the car switch Contact 55.

The foregoing description of the method of operation and system of control applies .to the arrangement used for passenger serv ice particularly. 1* or lifting heavy loads, such as safes, the auxiliary brake is brought into operative condition by moving the nuts 331,- 331" and 330, 330 inwardly along the rod 323 (Fig. 3). The switches 209. 210, 211 are. closed and the switch 208 is opened by reversing the position" of .the switch H. The closing of theswitch 209 short-circuits in this instance all of No. 382,498, and ma o, 1.907, for an im'-. prc-vcnwntin motor controlling hpparatus.

1M; also from coi'iductor 100 to contacts 99, .98. conductors 97. 157. contacts 99.. l. coil. 10?. and wireslili, 105 to brush lU-l. This circuit eit'ccts an electro-dymimic braking action and cooperates with the brakes to quickly bring the parts to rest without shock or gar. A quick stop may be ettectcd at any The circuits of the brake magnets will also" be opened and the brakes applied to quickly stop the motor. The use of the push but.- ton 212 secures a morerpertect control of the mechanism as will be apparent when it is considered that when the switch 208 is open, itis necessary for the operator to maintain a continual pressure on the push button with his finger, or otheru'ismwhile the car is in operation, and the safety circuit may be opened instantly by releasing the push button, which does not require-the same time, thought, or presence of mind required to open the switch SW.

I am aware of the application of R. C.

smith. Serial No. 394,179, and September 23, 1 907, for a traction elevator control system, broadly claiming the principal features of the crmtrolling circuits and connections; and in, my-co pcnding' application Serial I have covered someimprovements. In the present application I have shown the extra switches 208, 2-09, 210 and 211, the extra brake magnetv 327, and the magnetic sheave 2, in addition to the circuits and connections shown in my co- 'ieuding' application above referred to. In Fig.1 the switches 20S, 20%),

210, 211 are shown combined in the multiple switch H. It should also be noted that the magnet .214, the switches controlled thereby, certain connections for controlling the main in 'ake magnet, and the switch 212 ha ve also been added. F 1 shows also the extra brake magnetapparatus and in Fig. 5 this is shown in detail. Anothe addition is the mechanism shown in Fig. 1* for se curing a positive driving connection be tween the driving sheave 2 and the tension sheave a.

Obviously those skilled in the art may make various changes in the details. and arrangement ot parts without. departing from. the spirit and scope of my inventibn as defined by the claims, and I desire therefore not to he limited to the-precise construction herein disclosed. f,

Having thus fully disclosed my invention, what I wish to have protected by Letters Patent. of the United States l. in motor-controlling apparatus, the combination with a brake magnet coil, of means for effecting changes in the circuit of said coil to cause the ope 'ation of the brake, a high resistance in shunt to said 0011, and means for automatically changes in the resistance circuit substantially at the time said first-named means is operated.

2. In motor-controlling apparatus, the combination with a brake,- comprising a brake magnet winding, of means for effecting the operation of the brake, a high resistance in a. shunt circuit to said winding, a switch in said shunt circuit, and means dependent on the operation of said first-named means for automatically operating said switch. r

3. In motor-controlling apparatus, the combination with a brake n1agnet,ot a. reversing switch, a high resistance connected in parallel with the brake magnet coil, and a switch in the high resistance circuit and connected to the reversing switch for operation therewith.

4. In motor-controlliug apparatus, the combination with a plurality of brake magnets, ot" means for controlling the operation of saidmagncts, and appliances for render-. ing one ofsaid magnets normally inoperative. i

The combination with an electric motor, of a resistance in circuit with the motor field windings, controlling mechanisnr comprising means for autonurtically' shortcireuitiug the. said resistance during a'portion of thest-arting and stopping of the motor, and additional means for rendering said resistance iuettective during such operation and control of the. motor.

(5. The combination with an electric motor, of a resistance in circuit with the field windings, automatic means for. slun't circuiting said resistance, and a shunt circuit cmuprising a manually operable switch con nected across the terminals of said resistance.

7. The combination with an electric motor, of an clectro-magnetic b-ake; an electro-magnetic sheaveand resistance in circuit with the tield windings of the motor, and a single switch included in the circuits of the brake and sheave, and a circuit in parallel to said resistance.

' The combination with au'clectric motor,'ot starting resistance in circuit. with the motor armature, an accelerating magnet for varying said resistance, and a manual-switch in a shunt around a part of said resistance.

9. The combination with an electric m0- tor, of starting resistance, means governed eltcctiug ing'said resistance during the acceleration permit the motor to receive. more current of the motor, and a manual switch for closing a shunt around a part of said resistance independeiflv of said means.

10. The combination with an electric motor, of an accelerating magnet, sectional resistance controlled by said magnet, and means for maintaining a portion of said re sistance short-circuited independently of the accelerating magnet.

1,1. The combination of a motor, controlling apparatus comprising a controller switch operable in opposite directions to effeet the starting and acceleration of the motor in either direction to different speeds corresponding to the direction and extent of movement oi said switch, conductors extending from said switch to the source of current supply, a circuit connected across the conductors, a manual switch in said circuit, and a manual switch in circuit with one of said conductors and located between the controller switch and said circuit.

12. In an elevator, the combination with a car, driving sheave, and hoisting ropes, of an electric motor connected to said driving sheave, motor-controlling apparatus, means for energizing said sheave, a main switch in the car connected to said motor-controlling apparatus, and an auxiliary switch .in the. car cooperating with the main switch when ,said sheave is to be energized.

.13. In an elevator, the combination with a car, driving sheave, and hoisting cables, of an electric motor connected to said sheave, motor-controlling apparatus, a winding for energizingsaid sheave, a master switch connected to said motor-controlling apparatus, and auxiliary switches for varying the motorscontrolling apparatus and effecting the energization of said. sheave to enable the elevator to lift comparatively heavy loads.

lei. In an elevator, the combination with a car, a inagnetic driving sheave, and hoisting cables, of an electric motor connected to said sheave, motor-controlling apparatus comprising reversing switches and accelera ing mechanism, a winding for said sheave, a master switch connected to said motor-controlling apparatus, and auxiliary switches for varying said-accelerating mechanism to initially and to effect the energization of said sheave to enable the elevator to lift comparatively heavy loads.

15. In an elevator, the combination with a car, hoisting ropes, and driving mechanism, of an electric motor connected to said driving mechanism, motor-controlling apparatus, a main brake device applied and released whenever the motor starts and stops, an extra brake device normally held in released position, and connections to efi'ect the substantially simultaneous operation of both brake devices.

16. In=an elevator, the combination with a car, hoisting cables, and a magnetic driving sheave, of an electric motor connected to said sheave, an electro magnetic winding for energizing said sheave, main brake apparatus and means for applying and releasing the same during the normal operation of the elevator, extra brake apparatus normally held in off or released position, niotor-controlling apparatus, a master switch connected to said motor-controlling apparatus, and auxiliary switches for controlling said extra brake apparatus and said electromagnetic winding of the driving sheave.

17. In an elevator, the combination with a car, hoisting ropes, and a driving sheave, of an electric motor directly connected to ,said sheave, main brake apparatus always operative to release or hold said driving sheave,

auxiliary brake apparatus, appliances for normally holding said auxiliary brake apparatus in released position, motor-control ling apparatus, a master switch connected to said motor-controlling apparatus, a winding fer energizing said sheave, electric circuits and connections for effecting the operation oi both brakes together when said holding appliances are moved to inoperative position, and additional circuits and connections for effecting the energization of said sheave. 

